Fluid-pressure brake.



2 SHEETS-$HEET 1.

8 a n .7 a M R W q 2 my w my W/ m V PATENTED AUG. 25, 1908. W. V, TURNERx FLUID PRESSURE BRAKE.

APPLIGATAON FILED D.EC,7.1904.

PATENTED NW. 25, 1908. W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLmA-nm: FILED DEG. 7,1904.

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UNI E strarns PAS-PEN WALTER V. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WETINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION PENNSYL- VANIA.

FLUID-?RE SSURE BEAM.-

A Specification of Letters Patent.

Patented Aug. 25, 1968.

To all whom it may concern;

Be it known that I, WALTER V. TURNER, citlzen of the United States, residing in Wil- .kinsbflg, in the county of Allegheny and State of Pennsylvania, have invented a certain new and useful Improvement in Fluid- Pressure Brakes, of which the following is'a specification; I

This invention relates to automatic fluid pressure brakes such as usually operated by compressed air, and has for one of its objects to provide for a more perfect control of the brake cylinder pressure whereby the same mav be reduced by 'graduated'amounts or entirely released, as desired.

With themresent standard automatic air brake apparatus, as is well known, the brake cylinder pressure ay be increased in graduated anioun'tsvJ-I-by'makihg successive reductions in train pipe pressure, but cannot be graded down in a similar manner, since there is no rovision for controlling the brake cylinder exhaust other than the movement of the triple valve to release position under an increase in train pipe pressure, at which time the brake cylinder is entirely released to the atmosphere.

It is often desirable to be able to reduce the pressure in the brake cylinder a given amount without entirely releasing the same, or to grade-the pressure down at will, and, in order to secure this result, one feature of my invention comprises improved means for momentarily venting air from the train pipe, or causing a slight reductio'nupon the train pipe side of the triple valve piston, at the-time that the same is moved for releasing the brake and thereby cause the valve to close the brake cylinder exhaust. According to the preferred construction, I propose to employ a small additional reservoir, or chamber,

with means for opening communication from the train pipe to said chamber, and operating upon an increase in train pipe pressure, or at cylinder pressure during the time'the triple valve moves'to release the brake. r I Another feature of my invention relates to ineans for securing a more rapid rise inbrake cylinder pressure at the commencement of an ordinary service application. Withlthefpres ent standard equipment the rise in brake ,service application is very. slow, owing to the 'fact'.that'it-is firstnecessary v I s l cylinden or the volume dis laced bythe parts position for p Fig. 12 a viewof the first part ofthe' vention, as shown on movement of thebrake piston, from zero up to a pressure of 15 lbs. per square inch before any actual pressure is exerted upon the brake shoes, and it will thus be seen that a large amount of compressed air is required to move 6 out the brakepiston and raise this volume to atmospheric pressure before there is any perceptib e rise 111 brake cylinder pressure. According to the second feature of myirwem tion, I propose to'overconie this defeat by 5 providing additional means, such as a small reservoir, normally charged with'air under pressure, for sup lying the brake cylinder at the beginning 0 a service application, and operated by a reduction of pressure in the train pipe or upon the movement of thc triple valve to applythe brake. While the same additional reservoir may be utilized both'for securing the graduated release of the brake and also for eiiecting a quick initial'rise in 5 brake cylinder pressure, it will be obvious that separate reservoirs may be employed, if desired, and that either one of the features of my invention may' befused without the other.

In the accompanying drawings, Figure '1 is a sectionalv -w' of a triple valve device 6111- bodying my-im'provernentsthe section being taken on the line aa of Fig. 5; Fig. 2 aasimilar sectional view taken substantially on the v broken line b-c-b of'Fi 5, and showing the connections to the ad itional or supplemental reservoir; Fi 3a sectional view similar to Fig. 2, but ta "en substantiallyon" the straight ine b-b ofFigl 5, and showing the I partsin service application position; Fig. 4 a no sectional iviewtaken substantially on the.

broken line d.d' of Fig. 6,, andsliowing the raduating the. release; Fig.,;5v a plan view o -'.the mainslidevalve seat; Fig. 6 'aface view'of the main slide .195; valve ,Fig. .-7 a face view of the. graduating slide alve Fig. 8 a sectional view similar to Fig. 3, but showing a sh ht medification; Fi 9 a section of a modifiedaform of triple 'fva ve device taken on the line f-f of Fig. 12-; non

Fig. .10 a similar sectionalview taken orifthe 1 line g -g of Fig. 12, and showing thegcopnecr tion with'the additional reservoir; Figl ll a sectional view similarto Fi 10, but showing app ,cation .fposition;

the partsin jser'vice the main slide valve seat; and 13 a face View ofthe main slide-- valve. According to the. prefer the device comprises the usual form of triple valve casing having train pipe connection 1, auxiliary reservoir connection 2, and brake cylinder connection 3, the casing containing the usual piston chamber 4, valve chamber 5,

feed groove 10, piston '6, with stem 7, main mjliar with the art.

In addition to the above mentioned ports I provide in the valve seat a port 22 leading to the tram pipe, port communicating by pipe 28 with a small additional or supplemental reservoir 30, and port 21 communi- 1catingthrough check valve 29 and pipe 27 with the brake cylinder.

The main slide valve is provided with additional ports as follows; port 23 communieating with cavity 19, which is adapted to register with the'additional reservoirport 20 in the valve seat in both the'full release and V the service application positions of the main tion..

slide valve; port 23 connecting with the train pipe port 22 in release position; ports 15 and 16, the latter communicating with cavity 17 and the exhaust port 14 in full release posi- In the graduating slide valve islocated the cavity for establishing communication between the ports 23 and 24 of the vmain slide valve in full release position, and

thecavity 18 for connecting the exhaust ports 15 and 16; this latter cavity may also be provided with an extension 26 for connectin the su plemental reservoir port with the e aust'w 1611 graduating the release of the brake cylinder pressure.

When the system is to be charged, air, or other fluid, under pressure is turned into the train pipe and, moving the parts of the valve device to full release position}, as shown in Figs. 1 and 2, flows through the feed groove 10 and charges the auxiliary reservoir to the normal standard degree of pressure in the usual'way. Fluid under pressure 'alsd flows through the train line port 22, port 24, cavity 25, and ports 23, 20 and pipe 28 tothe additional reservoir 30 charging the same to the normal standard pressure carried in the train line.

' VVl1en a gradual reduction in train pipe pressure is made for a service application of v the brakes, the triple piston 6 with the graduating slide valve 9 moves relatively to the main slide valve until the head of the stem 7 ports 15 and16 of the main slide valve, andreduction has also cut oil communication between the ports 23 and 24. The piston continues to move back under the predominating pressure of the auxiliary reservoir, and carriesthe main slide valve with it to service position, as indicated in Figs. 3 and 8. In this position the service port 12 registers with the brake cylinder port 13 while the exhaust port 14 is closed, and cavity 19 connects ports 20 and 21, whereby communicatio nis established between the additional or supan opportunity to expand into the brake cylinder and substantially equalize therewith before any considerable amount of air is admitted from theauxiliary reservoir. As the air then flows ,gtrom .the auxiliary reservoir into the brake cylinder the check valve 29 closes and prevents any return flow to the additional reservoir.- The triple piston and graduating slide valve then move to lap position in the usual way as the auxiliary reservoir pressure falls to a point slightly below that of the train pipe, thereby closing the service port-12. Further and successive reductions in train pipe pressure may be made for causing further action of the graduating valve for increasing the brake cylinder pressure in the usual way. In the meantime,

the pressure in the supplemental'reservoir' 30 remains at the reduced amount at which it equalized into the brake cylinder at the initial movement of the triple valve, or, if the port 21 is 0 en to the atmosphere instead of the brake cy inder, as shown in Fig. 8, the

pressure in reservoir 30 will of course be only atmospheric pressure.

When it is desired to reduce the brake cylinder pressure, or to graduate the release, a small. increase is made in train pi e pressure sufficient to move the triple va ves to re lease position, and the brake valve is then turned back to 'lap. As the triple valve moves to release position, see Figs. 1 and 2,

the brake cylinder exhaust is opened to the atmosphere through ports13, 15, 18, 16'and 14, while at the same time the trainpipe is put into communication with the supplemental reservoir through ports 22, 24, 25, 23, 2O andpipe 28. Air from the train pipe their vents to the supplemental reservoir which is at a much lower pressure, .and the pipe side 0 the triple valve pistoncauses the movement "of the piston and graduating produced thereby upon the train slide valve to the position indicated in Fig. 4,

which may be termed the graduated release position. In this position the exhaust from the brake cylinder through the port of the main slide valve is closed, as is also communication from the train pipe through ports 22 and 24, so that the brakes are held applied at a reduced pressure corresponding ,to the amount ofair released from the brake cylinder during the time that the exhaust .port'was open. The venting ofv air from the train pipe into the supplemental reservoir raises the pressure therein a certain amount ductions in the brake cylinder pressure'may be made by increasing the train pipe pressure in successive stages,'each rise in train pipe pressure causing the tri le piston andgraduating valve to move to full release posltion for momentarily openlng the brake cylinder exhaust, and train pipe vent to the supplemental reservoir, whereupon the reduction in'train pipe pressure produced by expansion into the supplemental reservoir causes the piston and raduating valve to move back to graduate release position, as above described. By this means the'brake cylinder pressure may be gradeddown to any point desired, or may be entirely released at any time by merely making a continuous increase in train pipe pressure which operates to hold the triple valve in full release position and to chargev the supplemental reservoir to the same degree of pressure as that of the train pipe.

It is not necessary that the air be released from the supplemental reservoir at each grad nation in reducing the brake cylinder pressure since,- if the supplemental reservoir is made of medium capacity, several graduations may be made by the venting of the trainpipe into said reservoir before the pressure therein will be raised to substantially equal the train pipe pressure. When, however, the supplemental reservoir is to be used only for the function of graduating the release, it is preferable to employ the feature of releasing the air from the supplemental reservoir at eachgraduation, since in this way a very small reservoir may be used and finer gradua'tions in the reduction ofthe brake cylinder pressure may be secured.

When a sudden reduction in train pipe pressure is made for an emergency application, the, triple piston and valve move to the extreme position, in which the graduating springis compressed and air from the auxil-' lfitly reservoir flows to the brake cylinder through ports 11 and 13 in the usual way.

According to the modification shown on Sheet 2 of the drawings, the supplemental reservoir is used more especially for securing arapid initial rise in brake cylinder pressure and the main slide valve is provided with the usual exhaust cavity 31 for connecting the brake cylinder port 13 and exhaust port 14;, and a cavity 32 for connecting the train pipe, vent port 22 with the supplemental reservoir port 20 in release position, and adapted also, in service application position, to connect the supplemental reservoir port with the port 21 leading to the brake cylinder. The supplemental reservoir is charged with air under pressure from the train pipe through ports 22, 32 and 20, and when a gradual reduction is made in train pipe pressure for a service application the triple valve moves back to' service position, but the cavity 32 is arranged to open communication from the supplemental reservoir to the brake cylinder in advanceof the opening of the service port from the auxiliary reservoir, so that the airfrom the supplemental reservoir'flows into the brake cylinder slightly in adva" .e of the air from the auxiliary reservoir, as before described. This additional supply of air to the brake cylinder at the beginning oi the application serves to overcome the delay hereto" fore experienced in the initial filling of the 5 brake cylinder with air, and to that extent hastens the action in service applications of the brakes.

The supplemental reservoir is made of the proper capacity to give the desired degree of pressure in the brake cylinder when the same is equalized therewith: my improvement, only a small reduction 1n train pipe pressure is necessary to secure a moderate degree of brake cylinder pressure upon the first graduation, since the first movement of the main slide operates to deliver the charge ofair from the su plemental reservoir to the brake cylinder, a ter which air is'supplied from the auxiliary reservoir in the usual way. After the first graduation, the brake cylinder pressure may be increased by the further supply from the auxiliary reservoir in the ordinary manner, the check valve preventing any back fiow from the brake cylin dcr to the supplemental reservoir.

With the construction as shown on Sheet 2, the brakes are released in the usual way upon an increase in train pipe pressure, the triple valve moving to release position, in which the exhaust cavity 31 in the main slide valve connects the brake cylinder 13 with the exhaust port 14,

With the referred form of construction, as shown in igs. 1 to 7 of the drawings, in which the graduating slide valve controls both the brake cylinder exhaust and the venting of the train pipe to the supplemental reservoir, it will be obvious that the supple-- mental reservoir may be used either merely With this feature of for the purpose of graduating the release of the brakes or may also be utilized l'or the additional l'eature ol supplying air to the brake.

cylinder for securing a more rapid initial rise in brake cylinder pressure in service applications of the brakes.

When the supplemental reservoir is to be used only for the. purpose ol providing a vent l'or the-train pipepressure in graduating the release, it will be apparent that the air from said supplemental reservoir instead of being expialized into the brake cylinder in service applications, may be released to the atmos;

phere,-as shown in Fig. 8 of the drawings.

Ilaving now described my invention, what I claim as new and desire to secure by Letters Patent is 1. In a iluid pressure brake, the combination with a train pipe, auxiliary reservoir and brake cylinder, of an additional rcser- 'voir or chamber, and means operated by an increase in train pipe pressure for venting air from the train plpe to'said chamber.

2. In a'iluidpressure brake, the combination with a train pipe, auxiliary reservoir and brake cylinder, of an additional reservoir or chamber, and valve mechanism operating at the time of releasing brakes for venting air from the train pipe to said chamber.

3. In a'iluid pressure brake, the combination with a train pipe, auxiliary reservoir,

triple valve, and bra e cylinder, of an additional reservoir or chamber, and means operated by the movement of the triple valve in releasing brakesfor venting air from the train pipe to said chamber.

4. n a fluid pressure brake, the combination with a train pi )e, auxiliary reservoir, triple valve, and bra e cylinder, of an additional reservoir or chamber, and means operated by the movement of the tri )le valve to release position for opening t e brake cylinder exhaust-and for venting air from the train pipe to said chamber.

5. In a fluid pressure brake, the combination of a valve mechanism operated by an increase in train pipe pressure for opening communication from the train pipe to a discharge passage, and a closed chamber communicating with said passage.

6. In a fluid pressure brake, the 'combina tion with a triple valve, and a chamber communicating with a train pipe discharge passage,of means for opening communication from; the train pipe to said discharge assage when the triple valve moves to re ease )osition.

7.. n a'fluid pressure brake, the combina tion With a train pipe, auxiliary reservoir and brake cylinder, of an additional reservoirjor-chamber, and a triple valve device comprising a main valve having ports for releasing air from the brake cylinder and "Gatorventing air fronlithc train pipe to said chamber in one POSitiOll,, l11(l a graduating valve movable upon the main valve 01 controlling said ports. I

8. In .a iluid pressure brake, the combination .x'vith a train pipe, auxiliary reservoir, and brake cylinder, of an additional reser- "voir or chamber, and valve mechanism operated by an increase in train pipe pressure for venting air from the tram pipe to said chamber, and 'bv a reduction in tram pipe pressure for releasin or reducing thepress u I a sure in sa d chamber.

9. Inajiluid pressure brake, thecombination with atra in pipe, auxiliary reservoir,

and brakecylindcr, of an additional reservoir or chamber, and a triple valve device having afeed port for the auxiliary reservoir,

and other ports for openingcommunication from the train pipe to'said chamber in.1'c-. lease position and for releasing .air from said chamber in another position.

10: In a fluid pressure brake, the combina- I tion with a trainpipe, auxiliary reservoir, and brake cylinder, ofan additional reser- V011 separate from the auxiliary reservoir and a triple valve device having ports for reservoir to the brakecylinder when the brakes are applied.

12. Ina fluid pressure brake,- the combination with a train pipe, auxiliary f-reservoir, and brake cylinder; of an additional-reservoirand a triple valve device having {ports for venting air from the train pipe to said addition-a1 reservo r'm release position, and for opening communicatlon from the additional reservoir to the brake cylinder in service ap plication position.

13. In a fluid pressure brake, thecombination with a train pipe, auxiliary reservoir, and brake cylinder, of a supplement-alreservoir separate from the auxiliary reservoir,

and means operated by a gradual reduction m tram pipe pressure for opening communication from the supplemental reservoir to the'brake cylinder in advance of the opening. of the supply port from the auxiliary reser.-.

voir to the brake cylinder. I

v 14. In a fiu1d pressure brake, the combinatlon with a tram pipe, auxiliary reservoir,

and brake cylinder, of a supplemental reser-if voir, a triple valve device having ports for opening communication from the. supplemental rcservolr to the brake cyhnder in advance of the opening of the serviqp jport from I from the brake cylinder to seem? the auxiliary reservoir to'the brake cylinder, and a check valve for preventing return flow the supplemental reservoir. 1

15. In a fluid'pressure brake, the combination with a train pipe, auxiliary reservoir, and brake cylinder, of a supplemental reservoir, and a triple valve device comprising a main valve having ports for releasing air from the brake cylinder and for venting air from the train pipe to the-supplemental reservoir in one position, a graduating valve for ,controlling said ports and having means for releasing the air from the supplemental res r ervoir when the train pipe vent port is closed.

brake, the combinaauxlhary reservo r, an additional reser 16. In'a fluid pressure .tion with a train pipe, and brake cylinder, of

voir and a triple valve device having ports for supplying air from said additional reservoir to the brake cylinder in service applications.

17; Ina fluid pressure brake; the combina tion with a train pipe, auxiliary reservoir and brake cylinder, of a supplemental reservoir 35 and a triple valve device comprising a 'fiwnn valve having ports open to the train pipe and the supplemental reservoir in one position, and an auxiliary valve for. {controlling said port-s. I Y

In testimony whereof I have hereunto set my hand. l

VVATLEE V. TURNER. Witnesses:

R. F.- EMERY,

J B. MACDONALD. 1 

